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itsworn · 6 years ago

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Backstage in 1962 With Shelby, Breedlove, Roth, Stanley Mouse, Mickey Thompson, Jet Cars, Dobie Gillis, and the First Ford Mustang

Boom!

The first wave of post-WWII Americans was flooding DMV offices with license applications. Millions more of us were right behind, pacifying ourselves with model kits and slot cars and go-karts and magazines until that magic 16th birthday made the real thing possible. Tri-Five Chevys were just used cars, cheap and abundant. Networks of indoor winter shows brought California’s latest customs to enthusiasts across North America. Automaker dollars flowed freely to motorsports for the first time in five years, since spooked automakers and suppliers pledged to stop supporting racers and promoting speed. Henry Ford II personally announced his factory’s return while mocking secret skunkworks programs that enabled rival manufacturers to win races on Sunday and sales on Monday during the so-called ban. Ford Motor Company simultaneously dispatched an elaborate Custom Car Caravan of modified new cars and display engines. Most of Detroit’s new, lightweight compacts were optionally available with small V8s. The species of muscle car was not germinated just yet, but the gleam was in the eye. What a great year to be a gearhead!

Archive images exposed outside and inside L.A.’s long-gone Great Western Exhibit Center support Tex Smith’s Apr. 1962 HOT ROD appraisal of NHRA’s second Winternationals Rod & Custom Show as, “The major hot rod exposition in the nation” and “the biggest show ever staged that we know of.” The hit-making bands of guitarist Dick Dale and drummer Sandy Nelson undoubtedly contributed to four-day admissions exceeding 65,000, according to HRM. Later, the vast City of Commerce facility hosted the 1968-1979 L.A. Roadsters Shows prior to its demolition.

It’s impossible to imagine such a cohesive hot-rodding world evolving without the media network created by the Petersen Publishing Company. Even after two ex-PPC employees opened Argus Publishers and launched Popular Hot Rodding this year, Petersen monthlies had virtually no competition on a national scale (with the exception of Road & Track, which always stayed ahead of Petersen latecomer Sports Car Graphic). News-hungry enthusiasts had no reliable alternative to coverage arriving two, three, or more months late, sterilized in Hollywood to portray the hobby positively (and ignore drag racing outside of NHRA’s). On paper, Robert “Pete” Petersen appeared to be printing money. Editors never let on how close he—and we—came to losing it all.

There’s a business expression about how strong cash flow will invariably cover up mistakes—until it won’t. Early employees have said that the fledgling company thrice fell perilously behind on printing bills in the 1950s and survived only by the grace of sympathetic, patient printers and bankers. “Pete got a little carried away with his spending,” recalled photographer Bob D’Olivo, who was hired on in 1952 and stayed for 44 years. “The company was growing, and Pete wasn’t seeing all the figures. He hired a general manager to take some of the load, but if you wanted to talk to him in the afternoon, call the bar just down the street, and he willtake your call!”

When Car Craft’s Bud Lang stopped by this Sherman Oaks upholstery shop to report on a T-bodied AA/Modified Roadster under construction out back, Tony Nancy happened to be building a custom oxygen mask. We know that “The Home of Bitchin’ Stitchin’” did its usual fine job because later, when Spirit of America crashed into the water, Craig Breedlove feared that he was trapped and doomed until realizing that the breathing hose was keeping him connected to the submerged cockpit.

D’Olivo said the “major change came in the early 1960s, after two financial guys named Doug Russell and Fred Waingrow came aboard. Tighter control was needed on salaries, projects, travel, and so on. A management-and-numbers guy was needed, and that job went to Fred. All publishers and directors would now report directly to him, about 28 or so. This is when I was given the title of photographic director.”

A tradition of acquiring competitive titles and spinning off experimental ones was paused. As strict formulas were imposed upon individual publications, unprofitable or inconsistently profitable titles were either killed off (e.g., Kart and Rod & Custom Models) or reinvented (e.g., Motor Life became Sports Car Graphic) to free up operating capital and reduce debt. The painfulprocess worked: President Waingrow steered the ship back into the black, and the founder retained full ownership of a company that he would ultimately sell, in two installments, for nearly three-quarters of a billion dollars.

Since setting up shop at the 1958 Michigan State Fair at age 18, Stanley “Mouse” Miller drew crowds and eager customers wherever he appeared in the Midwest and Northeast. If $6 seems like too little to charge for a custom airbrushed sweatshirt, that would be about 55 bucks today. The kid could whip out one every hour and do it in color, instead of the basic black outline drawn by competitors. His operation must have impressed Wally Parks, who waded through the sea of ducktails to get the shot. Burned out on monsters by 1965, Mouse returned to his native California (where his animator father used to work for Walt Disney) and found work creating posters for San Francisco music promoters and album art for local bands, most notably the Grateful Dead. Mouse is still painting at 80, and still offers prints of Freddie Flypogger and other lovable “weirdoes” (MouseStudios.com).

Sure, had this virtual monopoly come apart early, competitors would have tried to fill the abandoned niches, but how well, and for how long? Just like the tree that falls in a forest with no one around to hear it, how else in 1962 could all of us, together, have followed Zora and Shelby, hot rods and customs, Roth and Mouse, Tony Nancy and Craig Breedlove, Cobras and Sting Rays, model cars, slot cars, sports cars, old cars, new cars? No way would the photo archive that Bob D’Olivo organized in 1955 and protected had stayed intact, in which case the most complete pictorial record of hot rodding and American motorsports would not exist for us to study and enjoy in a magazine directly descended from Pete’s first one. We’ll be feeling lucky all over again as each coming issue digs deeper into the 1960s.

Decades before IRS became commonplace in domestic cars, Pontiac chief engineer John DeLorean attached this exotic suspension, two-speed-automatic transaxle, and torque tube to entry-level 1961-1963 Tempest compacts with just a few bolts. How convenient for Mickey Thompson’s busy skunkworks, which the factory commissioned to hurriedly convert a stocker for the NHRA’s Winternationals introduction of Factory Experimental classes. Regular visitor Eric Rickman obviously had his run of M/T Enterprises—and a hunch that future readers might appreciate a peek at the world’s fastest man’s junk pile. We are left to wonder how the faded body panel wound up here, and whether some magazine staffer was responsible for separating the piece from an unknown open-wheel race car. (Help, longtime Car and Driver followers?)

Here’s the kind of historical image that could easily go undiscovered without the magnification enabled by modern scanning and digitizing. Only after zooming in to confirm the identity of Zora Arkus-Duntov (with helmet) did we realize that his waiting ride was a test mule made by joining the front half of the upcoming second-generation Corvette with the back half and roofline of a first-gen Vette. Sports Car Graphic tech editor Jerry Titus was granted exclusive access to private January tests at Daytona and Sebring on the condition that he ignore the “blue disguised prototype” that joined a red ’62 model and Zora’s baby, the CERV I single seater, for some brake development. Titus snapped the photo literally behind the distracted engineer’s back in late January, nearly a year before most folks saw a new Corvette in person. (See Apr. & May 1962 SCG.)

Jerry Titus was probably the best racing writer or writing racer ever employed by Robert E. Petersen. At the conclusion of Chevy’s Florida testing, Zora offered a few laps of Sebring in a priceless test car previously driven only by Stirling Moss, Dan Gurney, and Duntov himself. In the May 1962 SCG cover story, Titus described his 172-mph straightaway speed as “conservative” in a 1,700-pound package pushed by at least the 380 hp conceded by Chevrolet. Later, Titus was tabbed by Carroll Shelby to shake down and race the G.T. 350.

Help, readers: Does this scene ring any bells? None of our sources can recall a movie or TV production involving the channeled, 283-powered ’31 highboy that New York transplant Bill Neumann (not pictured) brought to L.A. prior to joining Car Craft and, ultimately, taking over Rod & Custom after PPC editorial director Wally Parks fired the whole staff. Neumann’s classified ad in R&C’s May 1962 Bargain Box mentioned “over 90 trophies,” but no asking price. A born promoter, he helped organize the Speed Equipment Manufacturers Association in 1963 (later renamed the Specialty Equipment Market Association, or SEMA) before opening Neuspeed Performance Systems.

Leave it to George Barris to add life-size TV stars Robert Young and Dwayne Hickman to a Barris Kustoms display that brought three famous hot rods to the Winternationals Rod & Custom Show. Barris’ own AMBR-winning ’27 T played a role in Young’s short-lived Window on Main Street series, while the former Chrisman & Cannon competition coupe costarred with Hickman and beatnik sidekick Bob Denver in an episode of The Many Loves of Dobie Gillis. Behind them is the Ala Kart, the roadster pickup that survived the 1957 Barris Kustoms fire to become the first repeat winner of Oakland’s tall AMBR trophy. (See Apr. 1962 HRM; May 1962 R&C.)

Yes, slot car racing was both a participant and spectator sport at its peak. Model-maker AMT staged regional competitions on elaborate tracks like the setup at the NHRA’s February show. This showdown matched up winners from 1,100 West Coast hobby shops. Later in the year, AMT cheerleader Budd Anderson unveiled the gamechanging, steerable, 1:8-scale Authentic Model Turnpike system for home use during a six-month, fulltime modeling stint at the Seattle World’s Fair. (See May 1962 CC.)

Pontiac stockers prepared by factory contractor Mickey Thompson enjoyed another dominating season, starting with February’s second Winternationals. What appears to be a late round of Mr. Stock Eliminator—a bonus, heads-up showdown bringing back the quickest 50 stockers, win or lose—finds S/S Automatic champ Carol Cox, the first female allowed to enter an NHRA national event, out in front of stick-class-winner Jess Tyree, an M/T mechanic driving the same 167-mph Catalina that set multiple international speed records over the winter at March Air Force Base. Waiting to run at Pomona are previous-round winners Lloyd Cox, Carol’s husband (Pontiac, right); Gas Ronda (Ford); and eventual runnerup Dave Strickler (Chevy), who would fall in the Mr. Stock final to Don Nicholson (not shown). The barn across the street is long gone, but last time we looked, the two-story house remained. (See May 1962 HRM, MT & CC.)

The ragtag bunch of drag and dry-lakes racers that test-fired Craig Breedlove’s $500 military-surplus engine at Los Angeles International Airport in June, just two months before this homebuilt tricycle’s scheduled Bonneville Nationals debut, must have seemed unlikely to make the builder-driver a household name worldwide. The official team truck’s wooden signboards announced the “Spirit of America World Land Speed Record Attempt.” The low-buck team made it to Speed Week, but the semifinished car/trike was limited to static testing at the adjacent Wendover airbase. (See Sept. 1962 MT.)

Despite the convergence of five jet-powered vehicles on the salt during and immediately following Speed Week, a piston-powered streamliner remained the world’s fastest land vehicle all year—to the certain relief of Revell, which had entered the hot rod market by miniaturizing the 406-mph Challenger I and Ed Roth’s revolutionary Outlaw street roadster. Rather than follow the shady example of fly-by-night model makers that blatantly reproduced identifiable race cars without attribution or remuneration, Revell licensed and heavily promoted the men along with their machines. Revell’s national advertising blasted Roth’s brand and zany image far beyond the hot-rodding press and car-show circuit. (See Nov. 1962 R&C.)

It didn’t take long for an unidentified slot car hobbyist to power one of Revell’s snap-together streamliners. Reader Rick Voegelin, the former Car Craft editor and a lifelong slot racer, squinted at the photo through old eyes and semipositively identified the dual motors as Pittmans, likely swapped out of powerful locomotives.

It’d be a stretch to suggest that muscle cars and Funny Cars were invented here, but the roots of both American inventions run through this very engine compartment. Two years before the second-gen Tempest begat the GTO, Pontiac assigned the Super Stock Division of Mickey Thompson Enterprises to create a prototypical factory hot rod for the NHRA’s new A/Factory Experimental class. Beyond a mandate to stick with genuine Pontiac hardware wherever visible, in-house engineers Hayden Proffitt and Lloyd Cox (pictured) virtually rewrote the rulebook as they converted a four-cylinder ’62 Tempest into the year’s quickest and fastest late model, a runaway A/FX champ at both of the NHRA’s national events. By the time this photo was snapped in late June, displacement of M/T’s Super Duty 421 had soared from 434 to 487 cubes, according to Motor Trend, and Cox had assumed the wheel vacated when Proffitt took a 409 Chevy deal and opened his own shop. Meanwhile, Holman-Moody and Dragmaster were secretly developing 480-inch strokers for Ford and Chrysler, respectively. Understandably alarmed, Wally Parks halted drag racing’s arms race—temporarily—by capping 1963 displacement at 427 for NHRA-legal competition. However, the horse had left the barn, and the Big Three’s monster-motor lessons would not be lost on so-called “outlaw Super Stock” racers running independent meets and run-what-ya-brung match races. (See Sept. 1962 HRM; May & Dec. 1962 MT; June 1962 R&C; Jan. 2017 HRD.)

If you remember being faked out by this photo, don’t feel like the Lone Ranger; so were the rest of us subscribers and newsstand browsers. Art director Al Isaacs’s clever positioning of the car’s shadow and of editor Don Evans’s right forearm clinched the delusion that Monogram’s 1:8-scale “Big T” was a real roadster. Inside, the description of Bud Lang’s cover shot joked that because the car is only 16 inches long, Evans and his “lovely cousin, Sharon Huss … were shrunk for photo.” Either way, such juxtaposition was a neat trick when Xacto knives, layers of physical film, and steady hands were required to do the layout work done digitally now.

Staff photographer Pat Brollier shot the B&W photos for CC’s inside story, which Isaacs laid out like a typical car feature. Despite a steep retail price of $10.98—10 times that of the usual $1.98 kit—strong sales inspired Monogram to rush-order a fullsize running version for use as a promotional vehicle. Customizer Darryl Starbird delivered that bigger-yet Big T to the model maker’s booth at NHRA’s late-summer car show in Indianapolis. (See Oct. 1962 CC; Dec. 1962 R&C.)

This one had us baffled until a regular research source, the American Hot Rod Foundation, came through in a big way. AHRF director David Steele recognized the back wall from later photos of Carroll Shelby’s Cobra factory, while AHRF curator Jim Miller instantly identified the last Scarab that Phil Remington built just before Reventlow Automobiles Inc. was shut down under IRS scrutiny. Its all-aluminum Buick V8 shared technology and major components with similar engines that Mickey Thompson developed for this year’s Indy 500. The suspiciously empty Venice, California, space and much of Reventlow’s workforce were taken over by Shelby not long after photographer Pat Brollier visited in early July. Lance Reventlow personally debuted the sports car in September with an impressive second-place SCCA finish at Santa Barbara and made at least two more starts before selling to John Mecom, who installed a small-block Chevy. Augie Pabst eventually acquired this rarest of Scarabs and still has it, as far as our AHRF friends know. (See Dec. 1962 SCG.)

Lance Reventlow was the husband of actress Jill St. John and the son of infamous heiress Barbara Woolworth Hutton. Mom’s fortune financed the boy’s dream of all-American sports cars, built and driven by homegrown hot rodders to beat the best European factory racers. His trio of front-engined Scarab roadsters did exactly that starting in 1958 with a shocking upset at Riverside’s International Grand Prix and the national SCCA championship. Two subsequent attempts at building formula cars and competing in Europe were expensive failures, however, and the Internal Revenue Service was unconvinced that the cash-burning business was really a business. Lance fatally crashed a private plane in 1972, at age 36. His alcoholic, drug-addicted mother followed in 1979, leaving behind just $3,000 of a trust fund that had once been the equivalent of nearly $400 million in today’s money.

Wally Parks became HOT ROD’s first fulltime editor in 1949, cofounded the NHRA in 1961, and simultaneously guided the publishing company and the sanctioning body through the end of this year. In early 1963, he resigned as editorial director of Petersen’s automotive publications to run the NHRA fulltime.

Two years after designer-builder Athol Graham was killed chasing the unlimited LSR in the homebuilt Spirit of Salt Lake, his widow, Zeldine, and former helper, Otto Anzjon, brought the rebuilt streamliner back to Bonneville to prove that Graham’s design was sound. The inexperienced driver followed officials’ instructions to gradually build speed to the 225-mph range before attempting this first full pass, which lasted about 100 feet before Allison-induced wheelspin exploded the right-rear tire. (See Dec. 1962 MT; Jan. 2017 HRD; Jan. 2019 HRD.)

NorCal drag racers Romeo Palamides and Glen Leasher didn’t get to Wendover until the last day of Speed Week, in August, which is normally restricted to prequalified record runs. They were granted one low-speed shakedown run that reportedly revealed “unexpected chassis problems.” The monstrous Infinity went home to Oakland to prepare for a private session on September 10. Leasher, who’d acquired jet-car experience in Romeo’s busy Untouchable dragster, made a troublefree checkout pass and turned around. On the return trip, he unexpectedly accelerated on “full ’burner,” veered off the course, flipped repeatedly, and was dismembered. (Later that day, Romeo called another Bay Area slingshot driver about fulfilling his jet dragster’s commitments and created a colorful career for “Jet Car” Bob Smith, who miraculously survived crashes in a whole

In late August, the original Ford Mustang was captured in the L.A. shop of famed bodybuilders Dick Troutman and Tom Barnes. Barely a month later, the tube-framed, midmounted-V4, front-drive, 1,480-pound prototype made exhibition laps and fans at both the Watkins Glen and Riverside Grands Prix. Ford described it as a “study vehicle for possible production of a sports car.” Motor Trend predicted that its “Impact should hit squarely and cause excitement in three or four or five years,” adding, “Unlike so many styling projections and dream cars offered so far, this one is crammed full of usable ideas.” (See Nov. 1962 HRM; Dec. 1962 SCG; Jan. 1963 MT; Feb. 1963 CC.)

Judging by other film negatives documenting Robert E. Petersen’s fall hunting trip, the boss got the last laugh by bagging both an elk and a bear.

The day before the Los Angeles Times Grand Prix in Riverside, Carroll Shelby (right) and Ford upstaged Zora Arkus-Duntov (left center) and Chevrolet by sneaking the second Cobra ever built into a so-called Experimental Production class and race that SCCA conceived for brand-new Sting Rays; in particular, the fearsome foursome of Z06 fastbacks entered by Mickey Thompson. Despite Bill Krause’s sizable horsepower handicap, his spunky, 260ci roadster swapped leads with Dave MacDonald’s 327ci Corvette (background) until the Cobra’s rear hub carrier failed an hour into the 300-mile enduro. (See Jan. 1963 SCG; Jan. 2017 HRD.)

These had to be the trickest transporters at Laguna Seca for October’s SCCA showdown. Meister Brau beer outfitted one of the earliest tractor-trailer rigs in the photo archive for hauling the high-dollar Scarabs and Chaparrals campaigned by Harry Heuer, a member of the brewing family. Norm Holtcamp had other ideas and started from scratch on his Cheetah, sliding an electric-load-leveling Mercedes sedan chassis under a ’60 El Camino cab purchased at GM’s Van Nuys Boulevard plant. A hot-rodded ’57 Corvette 283 and three-speed Chevy trans mount amidships. We don’t know whether Holtcamp hit his target of 112 mph fully loaded, but you can be sure that second-owner Dean Moon wrung top speed out of the Cheetah before parking and neglecting it for years at Moon Equipment Company. Longtime HRD readers will recall a small color snapshot in our May 2013 issue of the disembodied remains in the yard of collector Geoff Hacker, who tells us that full restoration is scheduled to start later this year at JR’s Speed Shop (Venice, Florida).

Longtime PPC photographer Bob D’Olivo identified art director Art Smith, but neither the blonde nor the legs. Not much work was getting done the day that SCG editor John Christy wandered by, two weeks before Christmas.

The Mysterion signaled the beginning of Ed Roth’s asymmetrical (some would say dysfunctional) stage. The dual-engined gas dragsters that proliferated during these fuel-ban years might have inspired the twins that buddy Budd Anderson procured from Ford (said to be 406s, but probably ordinary 390s). During transport between shows, their combined weight repeatedly cracked and ultimately collapsed the Swiss-cheese frame, which was stripped and junked along with the body. Reader Don Baker saw the HOT ROD Network preview of this article and sent in a memory of riding bikes with his childhood pals to a show at Devonshire Downs (San Fernando Valley). Lacking money for admission, they arrived early that morning and sat outside, watching the show cars arrive, “when Big Daddy rides in, towing Mysterion. He was alone and asked us to help getting it off the trailer. We pushed it right onto the show floor. Pretty cool at that time.” We found the image on one of the final rolls exposed by staff photographers this year, yet the Mysterion was completed in time for the start of the indoor show season in January. (See Dec. 1962 & Sept. 1963 R&C.)

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audiotechandmods · 7 years ago

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Crackdown on asbestos essentially halts collector car exports to Australia

Swanston dock in Melbourne. Photo by David Wallace.

Renewed enforcement of Australia's total ban on asbestos-containing imports has led to enhanced scrutiny of collector cars entering the country and reportedly caused collector car enthusiasts there to stop importing older cars altogether.

Issued last month, the Australian Border Force's notice No. 2017/21 warns importers that the agency takes a hardline stance on enforcement of the country's ban on manufacture, use, and importation of asbestos or asbestos-containing materials, enacted December 31, 2003. Specifically, the agency notes that it conducts risk assessment of everything imported into the country, regardless of whether the importer declares to customs that what they're importing doesn't contain asbestos, and that importers must know back to the point of manufacture whether their goods contain asbestos.

Importers need to obtain sufficient information, prior to shipment, when unsure of any asbestos content, parts or components accompanying the primary item of import that are a risk (such as gaskets), or whether asbestos was present at any point in the supply chain process, the notice reads. If the information presented does not provide sufficient assurance, the ABF will require importers to arrange testing and certification in Australia For testing in Australia, the ABF will only accept certification from a laboratory, that is accredited by NATA to undertake asbestos testing, that confirms asbestos was not detected.

And that testing certainly comes at a price. According to an account by Australian collector car importer Terry Healy that received widespread attention across Australia and that may have prompted the ABF to issue its notice extensive testing on the 1965 Ford Mustang and 1966 Shelby G.T. 350 he had shipped to Australia earlier this year cost roughly $15,000, caused $12,000 in damages due to destructive testing of samples from the two cars, and led to the seizure of a number of parts found to contain asbestos, among them the brake pads, brake shoes, exhaust manifold gaskets, and exhaust pipe gaskets.

For those thinking of importing cars particularly restored cars let alone highly original cars like my Shelby GT 350 there is much to be fearful of, Healy wrote. The asbestos content of these cars is very high and in places most enthusiasts would not guess.

Similarly, according to an account that Michael Sheehan related last month, a DKW importer whose car's brakes, gaskets, and undercoating tested positive for asbestos faced storage costs, inspection fees, and replacement parts costs that nearly totaled the AUS $7,000 purchase cost of the car.

The extra red tape, inspection costs and uncertainty have slowed imports to a crawl, Sheehan wrote. According to Sheehan, the Australian Imported Motor Vehicle Industry Association, largely concerned with getting the Australian government to liberalize the country's import laws for new cars, has lobbied the ABF for a standardized asbestos inspection regime for imported collector cars that would cut down on the costs and uncertainty.

The renewed scrutiny of imported goods that may contain asbestos the ABF specifically cites automotive parts in its list of such goods likely comes on the heels of a report published in The Australian in August of last year and of Australian senate hearings in January of this year that detailed how materials containing asbestos had slipped past ABF inspectors. Specifically, the report cited in The Australian noted the presence of asbestos in motor vehicle gaskets and spare parts.

In June, the ABF stated that its activities are not designed to cause inconvenience to importers, but are part of the Australian Government's arrangements to protect the public from the significant dangers of asbestos. Along with that statement, ABF officials provided figures showing that its own asbestos enforcement actions had dramatically increased from 10 tests in 2013-2014 to 742 tests in 2016-2017 and from zero infringement notices in 2013-2014 to 13 in 2016-2017.

Asbestos, a naturally occurring mineral, at one point was highly prized for its fire resistance but is also known to cause mesothelioma, asbestosis, and lung cancer, according to the American Cancer Society. Asbestos was commonly found in clutches, brakes, transmissions, and gaskets up until the 1970s.

Fines for individuals who import asbestos can run up to AUS $180,000. Importers can obtain exceptions to the ban on asbestos-containing goods, though only if the goods are naturally-occuring materials with trace amounts of asbestos or for a narrow set of circumstances, mostly involving research and analysis.

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